Automatic electric block-signal system.



H. W. PRICE. AUTOMATIC ELECTRIC BLOCK SIGNAL SYSTEM. APPLICATION FILED MAR. 21, 1907.

923,296. Patented June 1,1909.

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H. W. PRICE: AUTOMATIC ELECTRIC BLOCK SIGNAL SYSTEM.

APPLICATION FILED MAR. 21, 1907. 923,296 Patented June 1, 1909.

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APPLICATION FILED MALE. 21, 1907.

Patented June 1,1909.

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UNITE earns r'rnr orrren HAROLD WILBERFOROE PRICE, OF TORONTO, ONTARIO, CANADA, ASSIGNOR OF ONE-HALF TO ALLAN MCPHERSON, OF LONGFORD MILLS, CANADA, AND ONE-HALF TO WILLIAM RUSTON PERCIVAL PARKER, OF TORONTO, CANADA.

AUTOMATIC ELECTRIC BLOCK-SIGNAL SYSTEM.

Specification of Letters Patent.

Patented June 1, 1909.

Application filed March 21, 1907. Serial No. 363,690.

To all whom it may concern:

Be it known that I, HAROLD \Vmnneronon PRICE, of the city of Toronto, in the county of York, in the Province of Ontarlo, Canada, have invented certain new and useful Improvements in Automatic Electric Block- Signal Systems, of which the following is the specification.

My invention relates to improvements in an automatic electric block signal system, and the object of the invention is to devise a system of this class, which is simple and cheap in installation and maintenance, and capable of reporting any inherent or working defects by giving false danger signals. To this end I have arranged the rails of the track of the railway into lengths or blocks insulated from each other and each length or block being provided with a supplemental insulation at the point near the insulations of the track that are opposite each other but on one rail only. The electric signaling devices are arranged preferably in immediate proximity to the insulations in the track and such electric devices are arranged for both single tracks where the travel is in both directions and double tracks where the travel is in only one direction on one track and the opposite direction on the adjacent track.

Figure l is a view of the left hand portion of a diagrammatic plan showing the arrangement of the track and wiring for a single track in which the travel would be in both directions. Fig. l is a similar view of Fig. 1 showing the right hand portion of the diagram and being a continuation of Fig. 1. Fig. 2, is a diagrammatic view of one track of a double track where the travel would be in one direction only. Fig. 3 is a part sectional view showing diagrammatically an engine cab with means therein for completing the circuit.

In the drawings like characters of reference indicate corresponding parts in each figure.

My invention is designed to operate in connection with an automatic train controlling and signaling mechanism located in an engine or other motor or car.

I shall first refer to Fig. 1. The track is electrically divided into blocks A B C D E etc. depending upon the length of the track. In the drawing of course, the blocks.

are shown short for the purpose of illustration. The rails of the track I designate YU and ZV.

25 and 26 are insulating rail joints at each block junction A B C D and E.

2st and 27 are extra insulating rail oints at each block junction.

IV is the portion of the rail between the insulating joints 2a and 25 at each block junction.

X is the portion of the rail between the insulating joints 26 and 27 at each block junction.

In my invention as will be understood from what will be hereinafter described the circuits are so arranged that when signals are set to danger they are set only between trains and, therefore, are set between trains only when the trains are in blocks, so that only two clear blocks lie between the two blocks containing the two trains, thus if one train were in block 13 and another in block E danger signals would be set at the three block junctions B C and D between them. If both trains are running in the same direction be that direction what it may then it is designed in my invention, that the leading train would run away from the signals and receive no danger signal, but the following train would if it approaches too close to the leading train run on to the danger signals and thus be warned of. the train ahead of it.

If the trains are running toward each other the danger signals are so arranged, that they would run on to those set between them and both be warned of the presence of the other and at such a distance that each train would have one block in which to stop.

23 and 19 are the contacts by which the danger signal in any block junction is set b the contacts 23 and 19 being closed. VVhen these contacts are closed the battery 10 is connected through the wire 40 and connections as shown to rails WY separated by insulated rail joint 25 opposite or centrally opposed to which is another insulated rail joint 26. It will thus be seen that if an engine is equipped with devices adapted to complete the electric circuit broken by insulating rail joint 25 of any block junction, such engine while passing over rails electrically broken at 25 and 26 would receive through the devices a current from battery 10 such as will operate signals in the engine, car or other signal equipped rolling stock.

The electric circuits are as follows. 11 is the track battery of the block junction B, which supplies current through the rails YU ZV of block C and wires 41 and 4:2 and track relay 1 of the block junction C. The relay 1 thus normally energized attracts and holds up its armature 5, thus normally holding closed contacts 12, 13 and 14 in this block junction. The relay 2 of the block junction 0 is supplied with current from the battery 10 of the block junction B through the closed contacts 20 and 22 in multiple, of the block junction B controlled separately by relays 2 and at in series with closed contact 1% controlled by track relay 1 and line wire 30 in the block junction B and line wire 33 closed contact 12 controlled by track relay 1 relay 2 wire 12 of the block junction C and the rail UY of the block C. In an exactly similar manner does the battery 10 of the block junction C energize the relay 2 of the block junction D and so on through the various blocks.

A train in block 0 will shunt relay 1 in block junction C and cause relay 2 in block junction C and relay 2 in block junction D to drop their armatures, thereby causing contacts 19 in block junctions C and D respectively to be closed. Thus will one of the two danger-setting signal contacts 19 and 23 in the block junctions C and D be closed resulting in a danger signal being as it were half set at the two block junctions (1 and D next to the right of the block C in which the train is located.

On a single track road it is necessary that the train must have protection in both directions. In order to give the same protection to the left of the block C in which the train is located as to the right of the block it is necessary to use at each block junction extra relays 3 and 1. The circuits controlling these relays are as follows.

The battery 9 in the block junction C normally supplies current through the wire 35 to the wire 32 in the block B where the current divides, part going from the wire to the magnet coils of the relay 3 and the wires 2S and 29 in the block junction B and 29 2S and 37 in the block junction C and through the contacts 13 17 and 21 in the block junction C to the battery 9; the other part of the current from the wire 32 in the block junction B goes by the wire 34 of the block junction B and wire 31 in the block junction A to the magnet coils of the relay 4; of the block junction A and back by the wires 36 23 and 29 of the block junction A and 29 23 and. 37 of the block junction C and through the contacts 13 17 and 21 to the battery 9 of the block junction C. In a similar manner the battery 9 of the block junction E will operate the relays 3 and 1 of the block junctions C and B respectively and so through the Various blocks.

It is to be noted that the contacts 1st 20 and at each block junction are connected together in a different manner from that in which the contacts 13 17 and 21 are connected. In the first case the contact- 14 is connected in series with the contacts 20 and 22 in multiple and in the second case the contact 17 is connected in multiple with the two contacts 13 and 21 in series. These methods are interchangeable in both circuits, one is shown in one circuit and the other in the other circuit in order to show the operation of both.

I shall now describe the manner in which the electric circuits work together to half set danger signals at two block junctions nearest to and on each side of the block containing a train.

it will suppose the train to be in block C. T he track battery 11 of the block junction '3 supplies current to rails of block C but the axes of the train shunt practically all the current from the track relay 1 of the block junction, thus opening the normally closed contacts 12 13 and 14: thereon.

I wish now particularly to point out that there are three distinct results of dropping the track relay armature.

First. The contact 12 of the block junction C when opened deenergizes the magnets of the relay 2 causing the armature 6 to drop, thereby opening the contacts 17 and 20 and closing the contacts 18 and 19. The purpose of the contact 18 will be referred to hereinafter. The closing of the cont-act 19 half sets a danger signal at the block junction, which is the first relay station to the right of the block C.

Secondly. The contacts 20 and let are opened and the latter contact breaks the current supply to relay 2 in the block junction D, thereby dropping the armature 6, thus opening the contacts 17 and 20 and closing the contacts 18 and 19. The closing of the contact. 19 half-sets a danger signal in the block junction D, which is the second relay junction to the right of the block C. The opening of the contact 20 in the block junction D cannot deenergize relay 2 in the block junction E for the closed contact 22 in this block unction in multiple with the open contact prevents a break in that part of the circuit and as the contact 1a is closed on account of there being no train in the block D the whole circuit is complete, hence signals will not be affected further than the two block junctions to the right of a signal train.

ThirdlyThe tripping of the armatures 5 and 6 of the block junction C is effected and opens contacts 13 and 17 in the circuit supplied by the battery 9. The opening of the contact 17 of the block junction 0 breaks one of the two paths in multiple for carrying the current from the point 39 to the battery 9. The contact 21 in the other path is closed but the open contact 13 in series with the contact 21 breaks that path also.

It will thus be seen that the circuit of the battery 9 is broken resulting in deenergizing the relays 3 and 4 in the block junctions B and A respectively, and dropping their armatures 7 and 8 respectively.

The armature 8 in the block junction A in dropping closes the contact 23, thus half setting a danger signal in the block junction A the second block junction to the left of the block C containing the train. The contact 16 in the block junction B is in series with the magnet coils in the relay t and consequently when the armature 7 drops the contact 16 opens and de'e nergizes the magnet relay 4 causing the armature 8 to drop and close the contact 23, thereby half-setting a danger condition in the block junction B, the first block junction to the left of the block C containing the train.

It is now evident that relays can be effected no further than two block junctions to the left of the block C containing the train. It will thus be seen, as hereinbefore referred to, that a train in any block say a block C will cause danger signal battery connections to be half set at the two nearest block junctions in both directions from the block containing the train.

If the train were to move from the block C to the block D then would relay 1 in the block junction C attract its armature and relay 1 in the block D drop its armature, so that the half-set signals would be transferred from the block junctions A B C D to B C D and E and so on, thus moving such signals along the track as the train proceeds from block to block.

It will now be understood that one train will always close ahead of it only one of the two contacts necessary to connect the signal batteries to the rails lVY. It, therefore, follows, that one train cannot cause for itself false danger signals unless the front wheels of the train in leaving one block were to shunt the track relay at the block junction of the next block before the signal receiving apparatus in the engine passes over the insulating rail joints 25 and 26. It is to prevent such a possibility that the insulated rail joints 24 and 27 are inserted say one to three rail lengths from rail joints 25 and 26 respectively or as may be otherwise found most desirable, so that the wheels and axles cannot connect the rails UV or YZ until after passing over the joints 24: and 2'? respectively at which time the signal receiving devices will have passed over the joints 25 and 26. The contacts 18 and 15 cannot interfere with these, and these contacts,

when closed, serve to electrically unify the rails Y U 1V, X Z V respectively.

It will be understood that a train passing from block D to block C will find contact 18 in the block junction C open until after its first wheels have passed over the joints 24: to cause the armatures 5 and 6 to drop. Similarly a train going from the block C to the block D will find contact 15 in the block junction C open until after the front wheels have passed over the joint 27, which causes the arn'iatures 5 and 6 of the relays 1 and 2 at the block junction D to drop, which in turn will cause the armature 7 of the relays 3 of the block junction G to drop and the armature S of the relay a in the same block junction to drop.

The purpose of the contacts 18 and 15 is as follows. If a very short train, say an engine alone shorter than the rails VVX were leaving the block G to enter the block D and if the contact 18 of the block junction C were necessary the shunt on rails UV of the block C would cease when the last wheels of the engine passed the joint 24: of the block junction C, and if an engine were moving slowly the armatures 5 and 6 might pick up and open the contact 19 before the signal receiving devices in the train had arrived over the joints 25 and 26.

It will thus be understood that if the con tact 23 had been closed the engine would have failed to be signaled as to danger, because it would allow the contact 19 under its control to open before arriving at the signal point. The contacts 18 and 15 prevent this possibility by connecting the rails to U and X to Z, so that a train for example entering the block D from C will hold the track relay of the block C shunted until the last wheels have passed over the joints 25 and 26 and consequently the engine alone would not fail to be signaled as to danger if the contact 23 were closed against it.

The manner in which the signal batteries are connected to the rails lVY to give danger signals when trains are too close to gether is as follows. First I. will suppose two trains to be in blocks A and E. The train in block A will half-set danger signals at the block junctions A and B and also at the two block junctions at the left of the block A. The train in block E will have halfset danger signals in block junctions C and D also at the block junctions E and F to the right of the block E. Although at the four block junctions A B C D be tween the trains each signal battery has one of its controlling contacts closed yet no one has both contacts 19 and 2-3 closed and consequently no signal battery 10 is yet con nected to the rails V and Y at its respective block junction, so as to be able to operate the signal devices of either train. Secondly I will suppose the train on the block A moves now into the block B, so that the trains on the blocks B and E are separated by only two clear blocks 0 and D. The train on the block B half-sets the signal batteries at the block junctions B and C and two block junctions to the left of the block B. The train on the block E half-sets the signal batteries at the block junction D and G and two block junctions to the right of the block E.

It is now evident that the train on the block B has caused the armature 6 in the block sect-ion C to drop and the train on the block E has caused the armature 8 in the same block junction to drop, thus closing both contacts 19 and :23 and setting a danger signal at the block junction G. The train on the block B has also caused the armatures 5 and 6 on the block junctions B to drop and the train on the block E has caused the armatures 7 and 8 on the block junctions D to drop, thus accounting for the half-set signals on the block junctions B and D. The moment that the danger signal at the block junction C is set then will immediately danger signals also be set at both the block junctions D and B. The relay 1 at the block junction C is not deenergized, hence the contacts 13 and 14 in said block junctions are closed. The relays 2 and t at the block junctions C are deenergized and the armatures 6 and 8 are down, and, therefore, first the contacts 17 and 21 at the block. junctions G break both the multiple paths 60 in the battery 9 even though the contact 13 is closed and thus cause relay 3 at the block junction B to be deenergized, which denergizes the relay l drops the armature and closes contact 23, and thus with the contact 19 already closed the danger signal at the block junction B is set. Also as the arinaturesG and 8 in the block junction C are both down the contacts 20 and 22 are both open and break both the multiple paths in series with the closed contact 1a and thus break the relay circuit supplied by the battery 10, whereby the relay 2 in the block junction D is deenergized and drops the armature 6 closing contact 19 and with contact 23 already closed the result is that the danger signal is set also at the block junction D.

If the trains in the blocks B and E are running toward each other they will both be signaled for the reason that both trains will run on the signals set against them. If one train, say in block E, be following another train in block B then will the train in the block E be signaled, because it will run on to the signal set against it. The train in the block B will not be signaled because being the leading train it is running away from the signals set behind it. If two or more trains be running in the same direction, be that direction what it may, then will the leading train not be signaled, but the trains behind it will be each signaled on attempting to run closer to the rear of the train next preceding it a distance less than two clear blocks, which lie between the blocks containing the two trains.

It will be noted that the relay 3 in the block junction D and relay 4 in the block junction C are in multiple and the relay 8 in the block junction C and the relay 1 in the block junction B are in multiple etc. They may be connected in series if desired and in that case the results are the same.

In case the relays are connected in series the contacts 16 must be connected, so as to shunt or short circuit relays it instead of to open circuit relays 4 as is necessary when the relays are in multiple. Both methods have been used successfully on the actual installation on a railway.

The wire 29 hereinbefore referred to is a common return wire as will be seen on tracing out the circuits, and will cause no electrical confusion in the electric circuits involved in its use, such circuits working entirely without interference. If desired the common line wire may be replaced by extra wires necessary to provide for separate returns for each circuit.

I find in practice that the relays make all the changes described above very rapidly. As the relays controlled by a block are affected the moment a train enters that block and as the signal cannot be encountered until the train has passed to the other end of the block, there is no chance whatever of the armature motion not being completed to set a danger signal ahead of the train should conditions demand, long before the train has arrived at the other end of the block.

As it may be more or less diflicult in long or wet blocks for the track battery 11 to sufficiently energize the track relay 1, I have preferably provided a repeater K, which I show in the block C. The track battery 11 in the block C normally energizes the magnet 50 of the repeater relay, thus normally holding closed the contact 51, which is in series with another track battery 52, which supplies the track relay 1 in the block junction C.

A train provided with the signal devices going from the block B to block C first shunts the repeater, which open circuits the battery 52, and hence deenergizes the relay 1 in the block junction C. On passing the repeater the train shunts the relay 1 in the usual manner. A train going in the opposite direction, that is from the block D to the block C shunts the relay 1 in the block junction C then on passing the repeater shunts the repeater until it has passed out of the block C, which holds the track battery 52 open circuited and the relay 1 in the block junction C deenergized until the train has passed out of the block C. lVhen this occurs the battery 11 at the block junction C immediately lifts the armature of the repeater K closes the contact 41, which permits battery 52 to lift the armature of the relay 1 in the block junction C.

From the foregoing it will be understood that the circuits hereinbefore described are capable of automatically reporting their own defects by causing false danger signals. For example a broken line wire, a burned out magnet, a broken rail and exhausted battery all cause the armatures involved to drop, thereby causing danger signals, when no train is ahead, that is false danger signals, which will necessarily be reported by the engineer.

If the signal battery 10 becomes exhausted it would fail not only to deliver a danger signal, but also-fail to sufliciently energize its relay 2 in the respective block junction. It will therefore, be understood that the failure of a signal battery will cause danger signals at the next relay station or block junction, thus reporting the exhausted battery.

It is to be further understood that the relays 2 are adjusted in regard to their batleries 10, so that they fall before the signal battery becomes unable to operate the train carried signal devices that is they report automatically a signal battery more or less deteriorated.

I shall now describe the track and line circuits for double or multi-track railways where the trains run normally in the one direction only. The track is electrically divided into blocks A B C D E etc. by the insertion in the rails Y U, Z V of the track of the insulating rail joints 25 and 26 at each block junction A" B C D E etc. The direction in which the train is supposed to be moving is indicated by arrow. The extra insulating joint 24 is inserted for the reason hereinafter explained. At each block junction I preferably now use the two relays 1 and 2.

The operation is as follows. The track battery 11 of the block junction C normally supplies current to the relay 1 of the block junction D through the rails Y U, Z V and wires 41" and 42. This normally energizes the magnet of the relay 1 and holds up the armature 5 and closes the contacts 12 and 14. The battery 10 of the block junction C normally supplies current to the relay 2 of the block junction D through the wire 8 closed contact 14 the wire 7 closed contact 12 wire 42 and rail U Y.

If desired the rail U Y may be replaced as a conductor by an additional wire. The current thus produced normally energizes the magnet 2 thus normally holding the armature 6 and the contact 19 open. If

the contact 19 were from any cause closed at any block junction then would the battery 10 at that block junction be connected to the rails lV Y separated electrically by the insulating joint 25 opposite the insulating joint 26. It will thus be seen that an engine or car equipped with devices adapted to complete the electric circuit broken by the insulating rail joint 25 while passing over the rails electrically broken to receive through the devices on the engine a current from the battery 10 such as to operate the signals on the engine or car or other signal equipped rolling stock.

I will now suppose the train is in the block C The heavy iron axles of the train will electrically join the rails Y U Z V, which being a very low resistance will shunt the track battery 11 of the block junction C so that the relay 1 will be deprived practically of all current and will de'elnergize and drop the armature 5 in the block junction C and open the contacts 12 and 14. The open contact 14 will break the circuit of and deenergize the relay 2 of the block junction D and drop the armature 6 and close the contact 19, thus connecting the battery 10 to the rails \V and Y. The relays will not however be affected by the train in the blocks to the rear of such block C It will thus be seen that the train in block C will automatically by its presence in the block C cause the batteries 10 at the block junctions C and l) to be connected to the rails V and Y to signal danger to any signal equipped engine or motor attempting to run closer in the rear of the train in the block CF, than the second block junction in the rear of the train, thereby providing an amount of clear track at least a block long between the leading and .tollowing trains.

The train in the block C will hold danger signals at the block junctions C and D until its last axle has passed over the insulating joints 25 and 26, at the block junction B when the relay 1 will drop its armature cause the relay 2 to set a danger signal at the block junctions B and the relay 2 in the block junction C to continue to hold its signal set. The track relay 1 in the block junction C will pick up its armature 5 close the contact 13 and thus cause the relay 2 to pick up its armature and by opening the contact 19 remove the danger signal set at the block junction D and hence permit the following train to move without any danger signal against it into the block D It will thus be seen that if two or more trains be running in the normal direction indicated by arrow the leading train will receive no danger signal, but the trains behind it will each receive a danger signal on attempting to enter the next block behind the preceding train or that train ahead of it.

The insulating joint 24' hereinbefore referred to is located similar to the insulating joint 24 referred to in Fig. 1 and prevents the front wheels of a train running on a clear track from shunting the track relay say at the block G which would cause the relay 2 to cause the contact 19 to set a danger signal before the signal receiver in the engine has passed over the insulating rail oints 25 and 26.

Should a train run in the wrong direction it would receive danger signals at every block junction because such train automa 'cally sets the danger signal ahead of it.

I wish to call attention to the fact that as in the track and line circuits shown in Fig. 1, the track and line circuits shown in F 2 have the same effect as a broken rail, a broken line wire, a burned out relay coil or an exhausted battery as to setting of false danger signals. This is self-evident with regard to the battery 11. v

The relay 2 is so adjusted in regard to the batteries 9 that should the battery be deteriorated it will fail to energize its relay 2 before failing as a signal battery. Consequently a deteriorated signal battery will report itself automatically any time by causing the signal battery in the block junction next to it to be set to danger. The arrange ment, therefore, shown in Fig. 2 will likewise report its own defects by giving false danger signals not false clear signals.

I may also use a repeater similarly arranged in connection with the circuits shown in Fig. 2 as that shown in Fig. 1.

Fig. 3 shows an engine cab in which 60 is a plate of insulating material secured be tween the main casting 61. of the engine and the casting 62 around which the truck 63 turns. The truck 63 is electrically connected to the controller mechanism supported on the main body of the engine and to which the circuit is grounded.

What I claim as my invention is:

1. In an automatic electric block signal system for railways in which a track is divided into blocks, block unctions at the end of each block comprising a pair of insulating rail oints located one opposite the other in each rail, a supplemental insulating joint located on one rail at one side of the pair of insulating joints, a track battery located at the opposite side and connecting the rails, a relay comprising a magnet and armature, the magnet being on a circuit connected to each rail outside the supplemental insulating joint, an extra relay comprising a magnet and armature, the said magnet having one wire connected to the circuit of the track relay and contacts co-acting with the armature of such relay and said wire extending to a rail of the next block junction ahead and being provided with contacts to co-act with the armature and track relay in the next block junction ahead and with the armature of the extra relay of the block junction ahead and said wire being divided at the armature to extend in two paths so as to extend to the rail on both sides of one of the pair of insulating joints, and a battery located in one of the paths as and for the purpose specified.

2. In an automatic electric block signal system for railways in which a track is divided into blocks, block junctions at the end of each block, a pair of insulating rail joints located one opposite the other in each rail at the block junction, a track battery located on each block and connecting the rails or conductors thereof, a supplemental insulating joint at one side of the rail joints of the block junction, and a track relay having the wires thereof connected to each rail outside of the supplemental insulating joint, and means operated from train on the track for setting the danger signaling apparatus in the block junction near to the block in which the train is located and for setting the signals in the block junction more remote as and for the purpose specified.

3. In an automatic electric block signal system for railways in which a track is divided into blocks, block junctions at the end of each block, three electric circuits, one circuit consisting of a battery 11 at one end of a. block, the rails Y and U Z and V normally energized by the battery, the wires 11 42, the relay 1 at the other end of the block, the controlling armature 5 and the normally closed contacts 12 and 14, a second circuit consisting of a battery 10 at each block junction, a relay 2 at the next block junction normally energized by the battery. the contact 14: on armature of the relay 1 at one block junction through which the circuit to the relay 2 is normally closed, the wire 30 and S3 normally closed contact 12 and armature 5 of relay 1 at the next block junction, coil of relay 2 at the next block junction, wire 42 and rail U Y and a partial circuit consisting of the rail Y at each block junction, battery 10, normally open contact 19, armature (3 on relay 2, wire 40 and rail W as and for the purpose specified.

et. In an automatic electric block signal system for railways in which the track is divided into blocks and the train is designed to run in both directions, block junctions at the end of each block provided with the following, a pair of insulating rail joints 25 and 26 located one opposite the other in each rail at the block junction, a supplemental insulating oint 2% on one rail to one side of one of the pair and a supplemental 'isulating joint 27 on the other rail to the othr side of the other of the pair and a track battery located in each block and connecting the rails, a track relay 1, the armature 5 thereof, the co-acting contacts 12 13 and 14, the supplemental relay 2 the armature 6 thereof, the coacting contacts 17 18 19 and 20, the supplemental relay 3, the armature 7 thereof and the co-acting contacts 15 and 16, the supplemental relay 4, the armature 8 thereof and the co-acting contacts 21 22 and 23, and electrical connections for setting danger signals at the block junctions between trains on blocks less than three blocks apart as and for the purpose specified.

In an automatic electric block signal system for railways in which the track is divided into blocks and the train is designed to run in both directions, block junctions at the end of each block, and means whereby a train on one block shall cause danger signal connections to be half set at the two block junctions next ahead and the two next behind it as and for the purpose specified.

6. In an automatic electric block signal system for railways in which the track is divided into blocks and the train is designed to run in both directions, block junctions at the end of each block, and electrical means whereby trains running in the same direction or in opposite directions approaching each other in blocks separated by less than three clear blocks shall electrically set danger signal connections at the three block junctions between the trains as and for the purpose specified.

7. In an automatic electric block signal system for railways in which the track is divided into blocks and the train is designed to run in both directions, block junctions at the end of each block, means whereby trains in blocks separated by two clear blocks shall have danger signal connections set at the three block junctions between them, and means operated by each of the trains half-setting danger signal connections at the two block junctions next them out of the three block junctions between the trains, and means whereby the half-setting by each t"ain of the middle block junctions between them will combine to complete the danger signal connections at the middle block junction, whereby the completion of danger signal connections at the remaining two block junctions next the trains and between them is effected as and for the purpose specified.

S. In an automatic electric block signal system for railways in which the track is divided into blocks and the train is designed to run in both directions, block junctions at the end of each block, four electric circuits co-acting to set the battery signal connections, one circuit consisting of a track battery 11 near its block junction, the rails Y U and Z V normally energized thereby, wires 11 and 42, relay 1 having normally closed contacts 12 13 1 1- on its armature at the next block junction, another circuit consisting of a battery 10 at each block junction, a relay 2 at the next block junction normally energized thereby, a circuit containing normally closed multipled contacts 20 22 on armatures 6 and 8 respectively of relays 2 and at at the same block junction, a normally closed contact 14: on the armature 5 of relay 1 at the same block junction in series therewith, the wires 30 and 33, the normally closed contact 12 on armature 5 of relay 1 at the next block junction, the magnet 2 of relay 2 and the wire 12 and rail U V and connections to the battery 10, another circuit at each block junction consisting of the rail Y and connections and battery 10 and normally open contacts in series 23 and 19 on the armatures S and 6 of relays 4 and 2 respectively, the wire 40 rails \V Y and insulating joints 25 separating them, the said circuit being designed to be completed by the train carried devices connected between the rails V and Y while passing, and a further circuit consisting of a battery 9 at each block junction, a relay at the next block junction normally energized thereby, the relay a in multiple with the relay 3 at the second block junction from the battery 9, the wires 35 32 to the coils of the relay 3 at the next block junction, the wires 38 and 28 to the common return wire 29, also from wire 35 32 through wire 31'21 to coil of the relay 1 of the second block junction from said battery 9, and through normally closed contact 16 on armature 7 of the relay 3 of the next block junction to and through wire 28 to the common return wire 29, the common return wire serving as a return for both relays 3 and t to the wire 28 at the block junction of the said battery 9, the wire 28 leading to the wire 37 to the junction 39 thence through normally closed contact 7 on armature 6 of relay 2 and in multiple therewith through the normally closed contact 13 on armature 5 of relay 1 in series with the normally closed contact 21 on armature 8 of relay 4 to the battery 9 as and for the purpose specified.

9. In an automatic electric block signal system for railways in which the track is divided into blocks and the train is designed to run in both directions, block junctions at the end of each block, four electric circuits co-aeting to set the battery signal connections, one circuit consisting of a track battery 11 near its block junction, the rail Y U and Z V normally energized thereby, wires 11 and 42, relay 1 having normally closed contacts 12 13 14 on its armature 5 at the next block junction in circuit consisting of a battery 10 at each block junction, a relay 2 at the next block junction normally energized thereby, a circuit containing normally closed multipled contacts 20 22 on armatures 6 and 8 respectively on relays 2 and 4 at the same block junction, a normally closed contact 14:

on the armature 5 of relay 1 at the. same block junction in series therewith, the wires and 33, the normally closed contact 12 on armature 5 of relay 1 at the next block junction, the magnet 2 of relay 2 and the wire 42 and rail U V and connections to the battery 10, another circuit at each block junction consisting of the rail Y and connections and battery 10 and normally open contacts in series 23 and 19 on the armatures 8 and 6 01' relays at and 2 respectively, the wire rails Y and insulating joints 25 separating them, the said circuit being de signed to be completed by the train carried devices connected between the rails XV and Y while passing, and a further circuit consisting of a battery 9 at each block junction, a relay 3 at the next block junction normally energized thereby, the relay 4 in multiple with the relay 3 at the second block junction from the battery 9, the wires 32 to the coils of the relay 3 at the next block junction, the wires 38 and 23 to the common return wire 29, also from wire 35 32 through wire 34: 21 to coil of the relay 4 of the second block junction from said battery 9, and through normally closed contact 16 on armature 7 of. the relay 3 01" the next block junction to and through wire 28 to the common return wire 29, the common return wire serving as a return wire for both relays 3 and at to the wire 28 atthe block junction of the said battery 9, the wire 28 leading to the wire 37 to the junction 39 thence through normally closed contact 7 on armature 6 of relay 2 and in multiple therewith through the normally closed contact 13 on armature 5 of relay 1 in series with the normally closed contact 21 on armature 8 of relay & to the battery 9, and auxiliary circuits consisting of a wire 4G, normally open contact 18 and. wire 42, the said circuit designed to shunt insulated rail 2-1lwhen required by closing the contact 18 and secondly a wire normally open contact 15 on the armature 7 of the relay 3, and the wire lt, the said circuit being designed to shunt the rail joint 27, by closing the contact 15 as and for the purpose specified.

10. In an automatic electric block signal system for railways, in which the track is divided into blocks, and trains are designed to run in either or both directions, block junctions at the end of each block, and means interposed at each block junction whereby when trains moving in the same or in opposite directions arrive in such positions that the trains become separated by less than three clear blocks or have three block junctions between the trains, each train shall set a portion of the track connections of a danger signal at the block junction next to it between the trains and at the central block junction between the trains, thereby completing the danger signal connections of the track at the central block junction and immediately thereafter the danger signal connections of the track at the block junctions at each side of the central block junctions between the trains as set forth.

HAROLD WILBERFOROE PRICE. /Vitnesses B. Born, J. HALL. 

